TEMPORARY REVISION NUMBER 7
DATED 1 AUGUST 2020
MANUAL TITLE
182 And Skylane Series 1969 Thru 1976 Service Manual
MANUAL NUMBER - PAPER COPY
D2006-4-13
TEMPORARY REVISION NUMBER
D2006-4TR7
MANUAL DATE
15 September
1972
REVISION NUMBER
4
DATE
1 March 2004
This Temporary Revision consists of the following pages, which add to existing pages in the paper copy manual.
SECTION
REMOVE PAGE(S)
INSERT PAGE(S)
Section 2
2-21 thru 2-28
2-21 thru 2-28
2A-30-00
1 thru 21
1 thru 21
REASON FOR TEMPORARY REVISION
1.
Section 2 added inspection of the pilot's and copilot's seat back/base bolts.
2.
2A-30-00 - Updated Corrosion Prevention and Control Program, Corrosion Program Level definitions,
Damage Report Form and company name.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1.
For Paper Publications, file this cover sheet behind the publication’s title page to identify inclusion of the
temporary revision in the manual. Insert the new pages in the publication at the appropriate locations
and remove and discard the superseded pages.
2.
For CD publications, mark the temporary revision part number on the CD label with permanent red
marker. This will be a visual identifier that the temporary revision must be referenced when the content
of the CD is being used. Temporary revisions should be collected and maintained in a notebook or binder
near the CD library for quick reference.
EXPORT COMPLIANCE
1.
The export of these commodities, technology or software are subject to the US Export Administration
Regulations. This information has been exported from the United States in accordance with export
administration regulations. Diversion contrary to US law is prohibited. For guidance on export control
requirements, contact the Commerce Department's Bureau of Export Administration at 202-482-4811 or
visit the US department of Commerce website. ECCN: 9E991
PROPRIETARY RIGHTS NOTICE
1.
These data are proprietary to Textron Aviation Inc. Use of this publication or any of the data contained
herein for any purpose other than direct aircraft operation or maintenance is prohibited without prior
written authorization from Textron Aviation Inc. Reproduction or redistribution of this publication in whole
or in part is prohibited.
© TEXTRON AVIATION INC.
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
SPECIAL INSPECTION ITEM
EACH 200 HOURS
EACH 100 HOURS
EACH 50 HOURS
............................................
21. Starter, solenoid and electrical connections ........................................
22. Starter brushes, brush leads and commutator .....................................
23. Alternator and electrical connections .............................................
24. Alternator brushes, brush leads, commutator or slip ring.............................
25. Voltage regulator mounting and electrical leads ....................................
26. Magnetos (External) and electrical connections ....................................
27. Magneto timing ................................................................
28. Carburetor and drain plug (Refer to Service Letter SE73-13.) .......................
29. Firewall ......................................................................
30. Engine cowl flaps and controls ...................................................
31. Engine cowling ................................................................
32. Cowl flap hinges and hinge pins (Refer to Service Letter SE71-27.) ..................
33. Carburetor throttle arm attachment (Refer to Service Letter SE71-17.) ...............
34. Alternator support bracket for security (Refer to Service Letter SE71-42.) ..............
•
20. Cabin heat valves, doors and controls
•
•
•
7
•
•
8
•
•
•
•
•
•
•
FUEL SYSTEM
...............
2. Fuel strainer screen and bowl ...................................................
3. Drain fuel and check cell interior, attachment and outlet screens......................
4. Fuel cells and sump drains .....................................................
5. Fuel selector valve and placards (Refer to Service Letter SE74-1.) ....................
6. Engine primer .................................................................
7. Fuel quantity indicators and transmitters ..........................................
8. Perform a fuel quantity indicating system operational test. Refer to
Section 15 for detailed accomplishment instructions. ................................
1. Fuel strainer, drain valve and control, fuel cell vents, caps and placards
•
•
5
•
•
•
•
16
LANDING GEAR
......
2. Main gear wheels .............................................................
3. Wheel bearings ...............................................................
4. Main gear springs..............................................................
•
1. Brake fluid, lines and hose, linings, discs, brake assemblies and master cylinders
Revision 4
Mar 1/ 2004
© TEXTRON AVIATION INC.
•
9
•
2-21
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
SPECIAL INSPECTION ITEM
EACH 200 HOURS
EACH 100 HOURS
EACH 50 HOURS
..........................................................................
6. Torque link lubrication ...........................................................
7. Parking brake system ...........................................................
8. Nose gear strut and shimmy dampener (service as required) .........................
9. Nose gear wheel ...............................................................
10. Nose gear fork .................................................................
11. Nose gear steering system .......................................................
12. Parking brake and toe brakes operational test ......................................
5. Tires
•
•
•
•
•
•
•
•
AIRFRAME
.................................................................
2. Aircraft structure (Refer to Service Letter SE72-3 and SE72-29.) ......................
3. Windows, windshield, doors and seals .............................................
1. Aircraft exterior
•
•
•
4. Seat stops, seat rails, upholstery, structure and mounting. On the pilot’s and copilot’s
seats, inspect bolts that attach the seat backs to the seat base for poor condition and
...............................................................
5. Seat belts and shoulder harnesses ...............................................
6. Control column bearings, pulleys, cables and turnbuckles ............................
7. Control lock, control wheel and control mechanism ..................................
8. Instruments and markings .......................................................
9. Gyro central air filter ............................................................
10. Magnetic compass compensation .................................................
11. Instrument wiring and plumbing ..................................................
12. Instrument panel, shock mounts, ground straps, cover, decals and labeling .............
13. Defrosting, heating and ventilating systems and controls .............................
14. Cabin upholstery, trim, sun visors and ash trays .....................................
15. Area beneath floor, lines, hoses, wires and control cables ............................
16. Lights, switches, circuit breakers, fuses, and spare fuses .............................
17. Exterior lights ..................................................................
18. Pitot and static systems .........................................................
19. Stall warning unit and pitot heaters ................................................
20. Radios, radio controls, avionics and flight instruments ...............................
• 17
apparent defects
2-22
Mar 1/2004
•
•
•
•
• 10
5
•
•
•
•
•
•
•
•
•
•
D2006-4-13 Temporary Revision 4 - Aug 1/2020
© TEXTRON AVIATION, INC.
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
SPECIAL INSPECTION ITEM
EACH 200 HOURS
EACH 100 HOURS
EACH 50 HOURS
...........................................................
22. Battery, battery box and battery cables ............................................
23. Battery electrolyte .............................................................
24. Emergency locator transmitter ...................................................
25. Oxygen system ...............................................................
26. Oxygen supply, masks, and hose ................................................
27. Reel type secondary seat stops, make sure the manual lock operates correctly .........
•
21. Antennas and cables
•
11
12
•
•
•
13
•
CONTROL SYSTEMS
In addition to the items listed below, always check for correct direction of movement,
correct travel and correct cable tension.
.....
2. Chains, terminals, sprockets and chain guards .....................................
3. Trim control wheels, indicators, actuator and bungee ...............................
4. Travel stops ..................................................................
5. Decals and labeling ............................................................
6. Flap control switch, flap rollers and flap position indicator ............................
7. Flap motor, transmission, limit switches, structure, linkage, bellcranks, etc. ............
8. Flap actuator jackscrew threads .................................................
9. Elevators, trim tab, hinges and push-pull tube ......................................
10. Elevator trim tab actuator lubrication and tab free-play inspection ....................
11. Rudder pedal assemblies and linkage ............................................
12. External skins of control surfaces and tabs ........................................
13. Internal structure of control surfaces ..............................................
14. Balance weight attachment......................................................
•
•
1. Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles and fairleads
D2006-4-13 Temporary Revision 4 - Jan 15/2008
© TEXTRON AVIATION INC.
•
•
•
•
•
14
•
15
•
•
•
•
2-23
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
SPECIAL INSPECTION ITEMS
1. First 25 hours; (refill with straight mineral oil and use until a total of 50 hours have accumulated or oil
consumption has stabilized) then change to ashless dispersant oil. Change oil each 50 hours if engine
is NOT equipped with external oil filter; if equipped with an external oil filter, change filter element at
each 50 hours and oil at each 100 hours or every six months.
2. Clean filter per paragraph 2-22. Replace as required.
3. Replace engine compartment rubber hoses (Cessna installed only) every 5 years or at engine overhaul
whichever occurs first. This does not include drain hoses. Hoses which are beyond these limits and are
in a serviceable condition, must be placed on order immediately and then replaced within 120 days after
receiving the new hose(s) from Cessna. Replace drain hoses on condition. Engine flexible hoses
(Continental Motors installed) (Refer to Continental Motors Maintenance Manual and Continental Motors
Engine Service Bulletins).
4. General inspection every 50 hours. Refer to Section 11 for 100-hour inspection.
5. Each 1000 hours, or to coincide with engine overhaul.
6. Each 50 hours for general condition and freedom of movement. These controls are not repairable.
Replace as required at each engine overhaul.
7. Each 500 hours.
8. Internal timing and magneto-to-engine timing limits are described in detail in Section 11.
9. First 100 hours and each 500 hours thereafter. More often if operated under prevailing wet or dusty
conditions.
10. Replace each 500 hours.
11. Check electrolyte level and clean battery compartment each 50 hours or 30 days.
12. Refer to Section 16 of this Service Manual.
13. Inspect masks, hose fittings for condition, routing and support. Test operate and check for leaks.
14. Refer to paragraph 2-44 for detailed instructions for various serial ranges.
15. Lubrication of the actuator is required each 1000 hours and/or 3 years, whichever comes first. Refer to
Figure 2-4 for grease specification.
NOTE: Refer to Section 9 of this manual for free play limits, inspection, replacement and/or repair.
16. Fuel quantity indicating system operational test is required every 12 months. Refer to Section 15 for
detailed accomplishment instructions.
2-24
Mar 1/2004
D2006-4-13 Temporary Revision 7 - Aug 1/2020
© TEXTRON AVIATION INC.
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
NOTE: A high time inspection is merely a 100-hour inspection with the addition of an engine overhaul.
Refer to Teledyne Continental Service Information Letter SIL98-9, or latest revision, for
recommended time between overhaul for O-470 series engines. At the time of overhaul, engine
accessories should be overhauled.
Propeller overhaul should coincide with engine overhaul, but intervals between overhauls of the
propeller shall not exceed 1200 hours except as stipulated in current issues of the McCauley
Accessory Division Service Information Summary and currently effective Service Manuals,
Bulletins and Letters.
17.
Bolt inspection is applicable for seat part numbers 0515001-20, -25, -26, -208, -209, -210 and -211.
Replace bolts if poor condition or any defects are found.
2-46.
COMPONENT TIME LIMITS
1. General
A. Most components listed throughout Section 2 should be inspected as detailed elsewhere in this
section and repaired, overhauled or replaced as required. Some components, however, have
a time or life limit, and must be overhauled or replaced on or before the specified time limit.
NOTE: The terms overhaul and replacement as used within this section are defined as
follows:
Overhaul - Item may be overhauled as defined in FAR 43.2 or it can be replaced.
Replacement - Item must be replaced with a new item or a serviceable item that is
within its service life and time limits or has been rebuilt as defined in FAR 43.2.
B. This section provides a list of items which must be overhauled or replaced at specific time
limits. Table 1 lists those items which Cessna has mandated must be overhauled or replaced
at specific time limits. Table 2 lists component time limits which have been established by a
supplier to Cessna for the supplier’s product.
C. In addition to these time limits, the components listed herein are also inspected at regular time
intervals set forth in the Inspection Charts, and may require overhaul/replacement before the
time limit is reached based on service usage and inspection results.
2. Cessna-Established Replacement Time Limits
A. The following component time limits have been established by Cessna Aircraft Company.
Table 1: Cessna-Established Replacement Time Limits
COMPONENT
REPLACEMENT
TIME
OVERHAUL
Restraint Assembly Pilot, Copilot,
and Passenger Seats
10 years
NO
Trim Tab Actuator
1,000 hours or 3 years,
whichever occurs first
YES
D2006-4-13 Temporary Revision 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2-25
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Vacuum System Filter
REPLACEMENT
TIME
500 hours
Vacuum System Hoses
10 years
NO
Pitot and Static System Hoses
10 years
NO
COMPONENT
Vacuum Relief/Regulator Valve Filter
(If Installed)
Engine Compartment Flexible Fluid
Carrying Teflon Hoses (CessnaInstalled) Except Drain Hoses
(Drain hoses are replaced
on condition)
500 hours
OVERHAUL
NO
NO
10 years or engine overhaul,
whichever occurs first
(Note 1)
NO
Engine Compartment Flexible FluidCarrying Rubber Hoses (CessnaInstalled) Except Drain Hoses
(Drain hoses are replaced
on condition)
5 years or engine overhaul,
(Note 1)
NO
Engine Air Filter
500 hours or 36 months,
whichever occurs first (Note 9)
NO
Engine Mixture, Throttle, and
Propeller Controls
At engine TBO
NO
Oxygen Bottle – Lightweight Steel
(ICC-3HT, DOT-3HT)
Every 24 years or 4380
cycles, whichever occurs first
NO
Oxygen Bottle – Composite
(DOT-E8162)
Every 15 years
NO
Engine-Driven Dry Vacuum Pump
Drive Coupling
(Not lubricated with engine oil)
6 Years or at vacuum
pump replacement,
whichever occurs first
NO
Engine-Driven Dry Vacuum Pump
(Not lubricated with engine oil)
500 hours
(Note 10)
NO
Standby Dry Vacuum Pump
500 hours or 10 Years,
whichever occurs first
(Note 10)
NO
Switch (Landing Light and
Beacon Light)
Aircraft serials:
18262466 thru 18265175
F18200001 thru 18200025
A182-137 thru A182-146
4 years
(Note 11)
NO
2-26
Mar 1/2004
D2006-4-13 Temporary Revision 7 – Aug 1/2020
© TEXTRON AVIATION INC.
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
3. Supplier-Established Replacement Time Limits
A. The following component time limits have been established by specific suppliers and are
reproduced as follows:
Table 2: Supplier-Established Replacement Time Limits
COMPONENT
REPLACEMENT
TIME
OVERHAUL
ELT Battery
(Note 3)
NO
Vacuum Manifold
(Note 4)
NO
Magnetos
(Note 5)
YES
Engine
(Note 6)
YES
Engine Flexible Hoses
(TCM-Installed)
(Note 2)
NO
Auxiliary Electric Fuel Pump
(Note 7)
YES
Propeller
(Note 8)
YES
NOTES:
NOTE 1:
This life limit is not intended to allow flexible fluid-carrying Teflon or rubber hoses in a deteriorated or
damaged condition to remain in service. Replace engine compartment flexible Teflon
(AE3663819BXXXX series hose) fluid-carrying hoses (Cessna-installed only) every ten years or at
engine overhaul, whichever occurs first. Replace engine compartment flexible rubber fluid-carrying
hoses (Cessna-installed only) every five years or at engine overhaul, whichever occurs first (this does
not include drain hoses). Hoses which are beyond these limits and are in a serviceable condition
must be placed on order immediately and then be replaced within 120 days after receiving the new
hose from Cessna.
NOTE 2:
For TCM engines, refer to Teledyne Continental Service Bulletin SB97-6, or latest revision.
NOTE 3:
Refer to FAR 91.207 for battery replacement time limits.
NOTE 4:
Refer to Airborne Air & Fuel Product Reference Memo No. 39, or latest revision, for replacement time
limits.
NOTE 5:
For airplanes equipped with Slick magnetos, refer to Slick Service Bulletin SB2-80C, or latest revision,
for time limits.
For airplanes equipped with TCM/Bendix magnetos, refer to Teledyne Continental Motors Service
Bulletin No. 643, or latest revision, for time limits.
NOTE 6:
Refer to Teledyne Continental Service Information Letter SIL98-9, or latest revision, for time limits.
NOTE 7:
Refer to Cessna Service Bulletin SEB94-7 Revision 1/Dukes Inc. Service Bulletin No. 0003, or latest
revision.
NOTE 8:
Refer to the applicable McCauley Service Bulletins and Overhaul Manual for replacement and
overhaul information.
D2006-4-13 Temporary Revision – Aug 1/2020
© TEXTRON AVIATION INC.
2-27
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
NOTE 9:
The Air Filter may be cleaned. Refer to Section 2 of this service manual and for airplanes equipped
with an air filter manufactured by Donaldson. Refer to Donaldson Aircraft Filters Service Instructions
P46 9075 for detailed servicing instructions.
The address for Donaldson Aircraft Filters is:
Customer Service
115 E. Steels Corners RD
Stow, OH 44224
Do not over service the air filter. Over servicing increases the risk of damage to the air filter from
excessive handling. A damaged/worn air filter may expose the engine to unfiltered air and result in
damage/excessive wear to the engine.
NOTE 10: Replace engine driven dry vacuum pump not equipped with a wear indicator every 500 hours of
operation, or replace according to the vacuum pump manufacturer’s recommended inspection and
replacement interval, whichever occurs first.
Replace standby vacuum pump not equipped with a wear indicator every 500 hours of operation or 10
years, whichever occurs first, or replace according to the vacuum pump manufacturer’s
recommended inspection and replacement interval, whichever comes first.
For a vacuum pump equipped with a wear indicator, replace pump according to the vacuum pump
manufacturer’s recommended inspection and replacement intervals.
NOTE 11: During next annual inspection and every five years thereafter, replace the Switch (Landing Light) with
part number TA201TW-B.
2-28
Mar 1/2004
D2006-4-13 Temporary Revision 7 – Aug 1/2020
© TEXTRON AVIATION INC.
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
CORROSION PREVENTION AND CONTROL PROGRAM (CPCP)
1.
2.
Introduction
A.
As the airplane ages, corrosion occurs more often, while, at the same time, other types of damage
such as fatigue cracks occur. Corrosion can cause damage to the airplane's structural integrity and if
it is not controlled, the airframe will carry less load than what is necessary for continued airworthiness.
(1) To help prevent this, we started a Corrosion Prevention and Control Program (CPCP). A CPCP
is a system to control the corrosion in the airplane's primary structure. It is not the function of
the CPCP to stop all of the corrosion conditions, but to control the corrosion to a level that the
airplane's continued airworthiness is not put in risk.
B.
Complete the initial CPCP inspection in conjunction with the first SID inspection.
Corrosion Prevention and Control Program Objective
A.
3.
The objective of the CPCP is to help to prevent or control the corrosion so that it does not cause a
risk to the continued airworthiness of the airplane.
Corrosion Prevention and Control Program Function
A.
The function of this document is to give the minimum procedures necessary to control the corrosion
so that the continued airworthiness is not put in risk. The CPCP consists of a Corrosion Program
Inspection number, the area where the inspection will be done, specified corrosion levels and the
compliance time. The CPCP also includes procedures to let Textron Aviation and the regulatory
authorities know of the findings and the data associated with Level 2 and Level 3 corrosion. This
includes the actions that were done to decrease possible corrosion in the future to Level 1.
B.
Maintenance or inspection programs need to include a good quality CPCP. The level of corrosion
identified on the Principal Structural Elements (PSEs) and other structure listed in the Baseline
Program will help make sure the CPCP provides good corrosion protection.
NOTE:
C.
A good quality program is one that will control all structural corrosion at Level 1 or better.
Corrosion Program Levels.
NOTE:
(1)
(2)
(3)
In this manual the corrosion inspection tasks are referred to as the corrosion program
inspection.
Level 1 Corrosion.
(a) Damage that occurs between successive inspections that is within allowable damage
limits; or Damage that occurs between successive inspections that does not require
structural reinforcement, replacement, or new damage tolerance based inspections; or
Corrosion that occurs between successive inspections that exceeds allowable limits, but
can be attributed to an event not typical of operator usage of other aircraft in the same
fleet; or Light corrosion occurring repeatedly between inspections that eventually require
structural reinforcement, replacement, or new damage tolerance based inspections.
Level 2 Corrosion.
(a) Corrosion occurring between any of two successive corrosion inspection tasks that require
a single rework or blend-out, which exceeds the allowable limit; or Corrosion occurring
between successive inspections that is widespread and requires a single blend-out
approaching allowable rework limit, i.e. it is not light corrosion as provided for in Level 1.
Level 3 Corrosion.
(a) Corrosion occurring during the first or subsequent accomplishments of a corrosion
inspection task that the operator and Textron Aviation have determine to be an urgent
airworthiness concern.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 1
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
4.
References
A.
5.
Control Prevention and Control Program Application
A.
6.
This is a list of references for the Corrosion Prevention and Control Program.
(1) FAA Advisory Circular AC120-CPCP, Development and Implementation of Corrosion Prevention
and Control Program
(2) FAA Advisory Circular AC43-4A, Corrosion Control for Aircraft
(3) Cessna Illustrated Parts Catalog - part numbers P515-12 and P690-12.
(4) Cessna Service Manual - part number D2006-4-13.
The Corrosion Prevention and Control Program gives the information required for each corrosion
inspection. Maintenance personnel must fully know about corrosion control. The regulatory agency
will give approval and monitor the CPCP for each airplane.
(1) The CPCP procedures apply to all airplanes that have exceeded the inspection interval for each
location on the airplane. Refer to the Glossary and the Baseline Program.
(a) Textron Aviation recommends that the CPCP be done first on older airplanes and areas
that need greater changes to the maintenance procedures to meet the necessary corrosion
prevention and control requirements.
(2) Maintenance programs must include corrosion prevention and control procedures that limit
corrosion to Level 1 or better on all Principal Structural Elements (PSEs) and other structure
specified in the Baseline Program. If the current maintenance program includes corrosion
control procedures in an inspection area and there is a report to show that corrosion is always
controlled to Level 1 or better, the current inspection program can be used.
(a) The Baseline Program is not always sufficient if the airplane is operated in high humidity
(severe) environments, has a corrosive cargo leakage or has had an unsatisfactory
maintenance or repair. When this occurs, make adjustments to the Baseline Program
until the corrosion is controlled to Level 1 or better. Refer to Section 2A-30-01, Corrosion
Severity Maps, to determine the severity of potential corrosion.
(3) The CPCP consists of the corrosion inspection applied at a specified interval and, at times, a
corrosion inspection interval can be listed in a Service Bulletin. For the CPCP to be applied,
remove all systems, equipment and interior furnishings that prevent sufficient inspection of the
structure. A nondestructive test (NDI) or a visual inspection can be necessary after some items
are removed if there is an indication of hidden corrosion such as skin deformation, corrosion
under splices or corrosion under fittings. Refer to the Baseline Program.
(4) The corrosion rate can change between different airplanes. This can be a result of different
environments the airplane operates in, flight missions, payloads, maintenance practices (for
example more than one owner), variation in rate of protective finish or coating wear.
(a) Some airplanes that operate under equivalent environments and maintenance practices
can be able to extend the inspection intervals if a sufficient number of inspections do not
show indications of corrosion in that area. Refer to the Glossary.
(5) Later design and/or production changes done as a result of corrosion conditions can delay the
start of corrosion. Operators that have done corrosion-related Service Bulletins or the improved
procedures listed in the Corrosion Program Inspection can use that specified inspection interval.
Unless the instructions tell you differently, the requirements given in this document apply to all
airplanes.
(6) Another system has been added to report all Level 2 and Level 3 corrosion conditions identified
during the second and each subsequent CPCP inspection. This information will be reviewed by
Textron Aviation to make sure the Baseline Program is sufficient and to change it as necessary.
Baseline Program
A.
The Baseline Program is part of the Corrosion Prevention and Control Program (CPCP). It is divided
into Basic Task and Inspection Interval. In this manual the Basic Tasks are referred to as the Corrosion
Program Inspection. This program is to be used on all airplanes without an approved CPCP. Those
who currently have a CPCP that does not control corrosion to Level 1 or better must make adjustments
to the areas given in the Baseline Program.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 2
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
B.
Typical Airplane Zone Corrosion Program Inspection Procedures.
(1) Remove all the equipment and airplane interior (for example the insulation, covers and,
upholstery) as necessary to do the corrosion inspection.
(2) Clean the areas given in the corrosion inspection before you inspect them.
(3) Do a visual inspection of all of the Principal Structural Elements (PSEs) and other structure given
in the corrosion inspection for corrosion, cracking and deformation.
(a) Carefully examine the areas that show that corrosion has occurred before.
NOTE:
Areas that need a careful inspection are given in the corrosion inspection.
(b)
(4)
(5)
(6)
(7)
(8)
7.
Baseline Program Implementation
A.
8.
Use the Service Difficulty Reporting System to report all Level 2 and Level 3 Corrosion results to the
FAA and to Textron Aviation. All corrosion reports received by Textron Aviation will be reviewed to
determine if the Baseline Program is adequate.
Corrosion Related Airworthiness Directives
A.
11.
Corrosion Prevention and Control Program Reporting System (Refer to Figure 2).
(1) The Corrosion Prevention and Control Program (CPCP) includes a system to report to Textron
Aviation data that will show that the Baseline Program is sufficient and, if necessary, make
changes.
(2) At the start of the second Corrosion Program Inspection of each area, report all Level 2 and Level
3 Corrosion results that are listed in the Baseline Program to Textron Aviation. Send the Control
Prevention and Control Program Damage Reporting Form to: Textron Aviation, Inc., Customer
Service, P.O. Box 7706, Wichita, KS, 67277 USA Phone: (316) 517-5800, FAX: (316) 517-7271.
Periodic Review
A.
10.
The Baseline Program is divided into specific inspection areas and zone locations. The inspection
areas and zone locations apply to all airplanes. Refer to Figure 1, Airplane Zones.
Reporting System
A.
9.
Nondestructive testing inspections or visual inspections can be needed after some
disassembly if the inspection shows a bulge in the skin, corrosion under the splices or
corrosion under fittings. Hidden corrosion will almost always be worse when fully exposed.
Remove all of the corrosion, examine the damage and repair or replace the damaged structure.
(a) Apply a protective finish where it is required.
(b) Clean or replace the ferrous metal fasteners with oxidation.
Remove blockages of foreign object debris so that the holes and clearances between parts can
drain.
For bare metal on any surface of the airplane, apply corrosion prevention primer, refer to the
Application of Corrosion Preventative Compounds.
(a) Apply a polyurethane topcoat paint to the exterior painted surface. Refer to the
manufacturer's procedures.
Install the dry insulation blankets.
Install the equipment and airplane interior that was removed to do the corrosion inspection.
Safety-related corrosion conditions transmitted by a Service Bulletin can be mandated by
an Airworthiness Directive (AD). Airworthiness Directives can be found on the FAA website:
www.faa.gov.
Appendix A - Development Of The Baseline Program
A.
The Corrosion Prevention and Control Program Baseline Program
(1) The function of the Corrosion Prevention and Control Program (CPCP) is to give the minimum
procedures necessary to prevent and control corrosion so that continued airworthiness is not at
risk. The Principal Structural Elements (PSE's) are areas where the CPCP applies.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 3
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Airplane Zones
Figure 1 (Sheet 1)
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 4
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Corrosion Prevention and Control Program Damage Report Form
Figure 2 (Sheet 1)
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 5
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
(2)
(3)
(4)
(5)
12.
Appendix B - Procedures For Recording Inspection Results
A.
13.
The CPCP Baseline Program consists of a Corrosion Program Inspection (CPI) and an
inspection time. Each inspection is to be done in an airplane zone.
The corrosion reports that are sent to Textron Aviation and data from the FAA Service Difficulty
Records were used to identify the inspection areas of the Baseline Program. When more than
one incident of corrosion was identified at a specified location, an inspection was included for
that location in the Baseline Program.
When corrosion was found once, the data was examined to find if the corrosion was caused by
one specified occurrence or if other airplanes could have corrosion in the same location. If the
corrosion is not linked to one specific occurrence, the inspection should be added to the Baseline
Program.
The inspection interval was specified by the duration and corrosion severity.
Record the Inspection Results.
(1) It is not an FAA mandatory procedure to record the CPCP results, but Textron Aviation
recommends that records be kept to assist in program adjustments when necessary. The
inspection of records will make sure the identification, repeat inspections and level of corrosion
are monitored. The data can identify whether there is more or less corrosion at repeat intervals.
The data can also be used to approve increased or decreased inspection intervals.
Appendix C - Guidelines
A.
Glossary.
(1) The following additional information clarifies the previous sections of this document. Refer to
Figure 3.
B.
Glossary of General Descriptions.
WORD
GENERAL DESCRIPTION
Allowable Limit
The allowable limit is the maximum amount of material (usually expressed in
material thickness) that may be removed or blended out without affecting the
ultimate design strength capability of the structural member. Allowable limits
may be established by the design approval holder. The FAA (or applicable
regulatory authority) may also establish allowable limits. The design approval
holder normally publishes allowable limits in the Structural Repair Manual
or in Service Bulletins.
Baseline Program
A Baseline Program is a CPCP developed for a specific model airplane.
The design approval holder typically develops the Baseline Program.
However, it may be developed by a group of operators who intend to use
it in developing their individual CPCP. It contains the corrosion program
inspection, an implementation threshold and a repeat interval for the procedure
accomplishment in each area or zone.
Basic Task
Refer to Corrosion Program Inspection.
Corrosion Program
Inspection (CPI)
The Corrosion Program Inspection (CPI) is a specific and fundamental set
of work elements that should be performed repetitively in all task areas or
zones to successfully control corrosion. The contents of the CPI may vary
depending upon the specific requirements in an airplane area or zone. The
CPI is developed to protect the primary structure of the airplane.
Corrosion (Metal)
The physical deterioration of metals caused by a reaction to an adverse
environment.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 6
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
WORD
GENERAL DESCRIPTION
Corrosion Prevention and
Control Program (CPCP)
A Corrosion Prevention and Control Program is a comprehensive and
systematic approach to controlling corrosion such that the load carrying
capability of an airplane structure is not degraded below a level necessary
to maintain airworthiness. It contains the corrosion program inspections, a
definition of corrosion levels, implementation thresholds, a repeat interval for
task accomplishment in each area or zone and specific procedures that apply
if corrosion damage exceeds Level 1 in any area or zone.
Design Approval Holder
The design approval holder is either the type certificate holder for the aircraft
or the supplemental type certificate holder.
Inspection Area
The inspection area is a region of airplane structure to which one or more CPIs
are assigned. The inspection area may also be referred to as a Zone.
Inspection Interval
The inspection interval is the calendar time between the accomplishment of
successive corrosion inspection tasks for a Task Area or Zone.
Level 1 Corrosion
Damage that occurs between successive inspections that is within allowable
damage limits; or Damage that occurs between successive inspections that
does not require structural reinforcement, replacement, or new damage
tolerance based inspections; or Corrosion that occurs between successive
inspections that exceeds allowable limits, but can be attributed to an event not
typical of operator usage of other aircraft in the same fleet; or Light corrosion
occurring repeatedly between inspections that eventually require structural
reinforcement, replacement, or new damage tolerance based inspections.
Level 2 Corrosion
Corrosion occurring between any of two successive corrosion inspection tasks
that require a single rework or blend-out, which exceeds the allowable limit; or
Corrosion occurring between successive inspections that is widespread and
requires a single blend-out approaching allowable rework limit, i.e. it is not light
corrosion as provided for in Level 1.
Level 3 Corrosion
Corrosion occurring during the first or subsequent accomplishments of
a corrosion inspection task that the operator and Textron Aviation have
determine to be an urgent airworthiness concern.
Light Corrosion
Light corrosion is corrosion damage so slight that removal and blendout over
multiple repeat intervals (RI) may be accomplished before material loss
exceeds the allowable limit.
Local Corrosion
Generally, local corrosion is corrosion of a skin or web (wing, fuselage,
empennage or strut) that does not exceed one frame, stringer or stiffener bay.
Local corrosion is typically limited to a single frame, chord, stringer or stiffener
or the corrosion of more than one frame, chord, stringer or stiffener where
no corrosion exists on two adjacent members on each side of the corroded
member.
Principal Structural
Element (PSE)
A PSE is an element that contributes significantly to carrying flight, ground or
pressurization loads and whose integrity is essential in maintaining the overall
structural integrity of the airplane.
Task Area
Refer to Inspection Area.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 7
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
WORD
GENERAL DESCRIPTION
Urgent Airworthiness
Concern
An urgent airworthiness concern is damage that could jeopardize continued
safe operation of any airplane. An urgent airworthiness concern typically
requires correction before the next flight and expeditious action to inspect the
other airplanes in the operator's fleet.
Widespread Corrosion
Widespread corrosion is corrosion of two or more adjacent skin or web bays
(a web bay is defined by frame, stringer or stiffener spacing). Or, widespread
corrosion is corrosion of two or more adjacent frames, chords, stringers or
stiffeners. Or, widespread corrosion is corrosion of a frame, chord, stringer or
stiffener and an adjacent skin or web bay.
Zone
Refer to Inspection Area.
14.
Corrosion Prevention Materials
A.
Approved Corrosion Preventative Compounds.
Table 1. Corrosion Preventative Compounds
Name
Part Number
ARDROX AV-8 NOTE 1
ARDROX AV-15
Application Areas
U074098
Textron Aviation Service
Parts and Programs.
7121 Southwest Blvd,
Wichita, KS 67215
To assist in protecting
airplanes from corrosion.
U074100
Textron Aviation Service
Parts and Programs.
To assist in protecting
airplanes from corrosion.
-
Commercially Available
To assist in protecting
airplanes from corrosion.
-
Commercially Available
To assist in protecting
airplanes from corrosion.
Commercially Available
To assist in protecting
airplanes from corrosion.
Cor-Ban 23 NOTE 1
Cor-Ban 35
Manufacturer
Corrosion X
Extreme Simple green or
equivalent NOTE 2
-
Commercially Available
To be used for cleaning.
MPK (Methyl Propyl
Ketone)
-
Commercially Available
To be used for cleaning.
NOTE 1: Use Cor-Ban 23 or ARDOX AV-8 in areas where a high penetration of corrosion inhibiting compound
is necessary.
NOTE 2: Do not use any Simple Green products other than Extreme Simple Green, as some have been found
to be corrosive to some parts of the airplane structure.
15.
Tools and Equipment
NOTE:
You can use equivalent alternatives for the items that follow:
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 8
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Corrosion Location
Figure 3 (Sheet 1)
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 9
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Corrosion Location
Figure 3 (Sheet 2)
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 10
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Corrosion Location
Figure 3 (Sheet 3)
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 11
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Corrosion Location
Figure 3 (Sheet 4)
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 12
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Table 2. Tools and Equipment
Name
Formit Extension Tube
Part Number
-
To spray the corrosion inhibit
compound in aerosol form.
AirVerter.,
10630 Riggs Hill Road,
Suite S, Jessup, Maryland
20794-9425
Phone: 1.800.937.4857
USA
To spray the corrosion inhibit
compound in aerosol form.
-
Commercially Available
For respiratory protection
-
Commercially Available
For masking the adjacent
parts in the vicinity
of corrosion inhibiting
compound application area.
-
Commercially Available
For masking the adjacent
parts in the vicinity
of corrosion inhibiting
compound application area.
-
Textron Aviation Service
Parts and Programs.
7121 Southwest Blvd,
Wichita, KS 67215
To be used for spray
application
-
Commercially Available
To access the inspection
area
-
Commercially Available
To inspect the corrosion
area.
HVLP Spray Gun
Aluminum Foil
Paint Masking Tape
Formit-18 Fan
Boroscope
Magnifying Glass
16.
Use
Zip-Chem Products
MF-3100 Microflex
Respirator (Half Face)
Manufacturer
Corrosion Inspections and Detection Methods
A.
Typical Inspection Methods.
(1) Remove all equipment or components that can interfere with your ability to clearly view the
inspection area.
NOTE:
(2)
(3)
In some areas it may be necessary to use equipment such as a borescope to see the
inspection area.
Fully clean the inspection area before starting the inspection.
Carefully examine the inspection area for any indication of corrosion. Refer to Section 2A-30-01
- Corrosion, for additional information on the common indications that corrosion has occurred.
(a) Special attention should be given to inspection areas that have had corrosion repairs in
the past.
(b) Nondestructive testing can be necessary after some disassembly if the inspection shows
a bulge in the skin or corrosion below structural splices or fittings.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 13
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
CAUTION: Remove only the minimum amount of material to completely remove
the corrosion. Removal of too much material can result in additional
repairs and rework.
(4)
Remove all of the corrosion from the structure or component.
NOTE:
17.
18.
A magnifying glass can be a valuable tool to use to make sure all the corrosion has
been removed.
Corrosion Evaluation and Classification
A.
Complete an Initial Corrosion Damage Assessment.
(1) For classification of corrosion damage, refer to Determination of the Corrosion Levels.
B.
Measure the Depth of Corrosion Damage.
(1) You can remove a small area of corrosion with a MPK wipe.
(2) Use a dial depth gage or similar tool to measure the depth of the corrosion damage.
(3) If you find that the corrosion exceeds allowable limits during corrosion evaluation, contact Textron
Aviation Customer Support for further instructions.
Application of Corrosion Preventative Compounds
A.
Detection of previously applied compounds.
(1) Visually determine if the corrosion is in an area that has corrosion preventative compounds
previously applied. Refer to Section 2A-30-01 - Corrosion, for additional information.
B.
Surface/Area Preparation
(1) Cleaning
WARNING: Always use the proper level of Personal Protective Equipment
when using cleaning compounds. Personnel Injury or death
may occur.
CAUTION: Use Extreme Simple Green or approved equivalent to clean the
corrosion inhibiting compound application area.
CAUTION: Prevent the direct contact of cleaner or rinse water spray on wheel
bearings or lubrication bearings.
(a)
Clean the surfaces where the corrosion inhibiting compound will be applied as follows:
Use a handheld sprayer to apply the cleaner.
1
2
Make sure that the cleaner pressure is less than 100 psi (12065.83 kPa).
3
Apply a full layer of the cleaner to the area where the corrosion inhibiting compound
will be applied.
4
Let the cleaner stay on the area for 5-10 minutes.
5
Scrub the area with a soft-bristeled brush (non-metalic).
6
If necessary, apply the cleaner again to keep the surface wet.
NOTE:
7
8
9
If the surface dries before the rinse, apply the cleaner again.
Rinse the surface with reverse osmosis or de-ionized water.
Make sure that the water pressure is less than 100 psi (12065.83 kPa).
Let the corrosion area fully dry.
NOTE:
Do not apply corrosion inhibiting compound to a wet surface.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 14
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
(2)
Masking
NOTE:
(a)
(b)
C.
It is not necessary to apply masking tape to aluminium or stainless steel tubes,
plastics, sealants, adhesives, placards, and rubber before the corrosion inhibiting
compound is applied.
Put paint mask paper or plastic on windows, light ramps, brakes, tires, and adjacent areas
of possible over-spray.
Put an aluminum foil or paint masking tape on the following parts or assemblies, if they are
in the area where the corrosion inhibiting compound will be applied.
1
Landing Gear Components
2
Actuator Components
3
Movable Mechanical Components
4
Electrical Components (wires, switches and sensors etc.)
Seals
5
6
Bleed Air Lines
Methods of Application
WARNING: Always use the proper level of Personal Protective Equipment
when you use cleaning compounds. Personnel Injury or death can
occur.
NOTE:
(1)
(2)
(3)
Refer to the manufacturer's specifications for the proper application temperature.
Use a spray gun if the corrosion inhibiting compound is in a bulk resin form.
If necessary, you can use an extension tube with a spray gun to keep the over-spray to a
minimum.
Apply the corrosion inhibiting compound in one full wet layer.
NOTE:
(4)
(5)
(6)
(7)
(8)
The applied area of corrosion inhibiting compound will show as a light yellow or amber
color.
If you find a sag or drip mark in the compound, use the MPK (Methyl Propyl Ketone) to clean the
sag or drip from the airplane. After you clean the area, apply the corrosion inhibiting compound.
If you use Cor-Ban 23 or ARDROX AV-8 for the corrosion treatment, make sure that the wet
layer thickness is between 1 to 2 mils.
If you use Cor-Ban 35 or ARDROX AV-15 for the corrosion treatment, make sure that the wet
layer thickness is between 2 to 3 mils.
If you use Corrosion X for the corrosion treatment, make sure that the wet layer thickness is
between 2 to 3 mils.
Let the wet layer dry for two to three hours to become tack-free.
NOTE:
The airplane must stay in the paint facility until tack-free.
NOTE:
The minimum cure temperature must not be below 50° F (10° C).
(9) Remove the masks from around the corrosion inhibiting compound application area.
(10) Visually examine the oleos, actuators, control cables, pulleys, and electrical or mechanical
switches for signs of overspray.
(a) If you find signs of over-spray or a penetration of the corrosion inhibiting compound, clean
the area with MPK.
(11) Let the applied corrosion inhibiting compound layer cure indoors or outdoors after it become
tack-free.
(12) Discard the aerosol extension tube used during the application.
NOTE:
Use the extension tube one-time only.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 15
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
(13) Discard the used mask materials and remaining corrosion inhibiting compounds.
19.
Determination of the Corrosion Levels
A.
20.
21.
Find the Corrosion Levels, refer to Figure 4.
(1) Corrosion found on a structure when you use the Corrosion Program and Corrosion Prevention
(CPCP) Baseline Program will help find the extent of the corrosion.
(2) The second and subsequent inspections will find how well the CPCP program has been prepared
or if there is a need to make adjustments to the Baseline Program.
(3) A good quality CPCP is one that controls corrosion to Level 1 or better.
(4) If Level 2 corrosion is found during the second or subsequent inspection, you must do something
to decrease the future corrosion to Level 1 or better.
(5) If Level 3 corrosion is found, you must also do something to decrease the future corrosion to
Level 1. Also, a plan to find or prevent Level 3 corrosion in the same area on other airplanes
must be added to the CPCP.
(6) All the corrosion that you can repair in the allowable damage limits, (less than 10 percent of the
part thickness) is Level 1 corrosion.
(7) If all corrosion is Level 1, the CPCP is correctly prepared.
(8) If you must reinforce or replace the part because of corrosion, the corrosion is Level 2.
(9) If the part is not airworthy because of the corrosion, you must do an analysis to find out if the
corrosion is Level 3.
(10) The chart found in this section will help find the level of the corrosion.
(11) The probability that the same problem will occur on another airplane is dependent on several
factors such as: past maintenance history, operating environment, years in service, inspectability
of the corroded area and the cause of the problem.
Level 2 Corrosion Findings
A.
All Level 2 corrosion that is more than the rework limits of the approved repair procedures must
be reported to Textron Aviation. Textron Aviation engineering will do an analysis to make sure the
corrosion is not an urgent airworthiness concern.
B.
When doing the analysis, Textron Aviation will consider:
(1) Can the cause of the corrosion be identified, such as a chemical spill or protective finish
breakdown?
(2) Has the same level of corrosion been found on other airplanes?
(3) Are the corrosion protection procedures applied during manufacture the same for earlier and
later models?
(4) Age of the corroded airplane compared to others checked.
(5) Is the maintenance history different from the other airplanes in the fleet?
Typical Actions That Follow the Determination of the Corrosion Level.
A.
If corrosion is found, find the corrosion level, then do the necessary steps for a specific inspection.
B.
If Level 1 corrosion is found during the first CPCP inspection.
(1) Repair the structure. Contact Textron Aviation for an approved repair procedure.
(2) Continue with the Baseline Program.
(a) Optional: Document the results of the inspection for use in validating program compliance.
C.
If Level 2 corrosion is found during the first CPCP inspection.
(1) Repair the structure. Contact Textron Aviation for an approved repair procedure.
(2) Report the details of the corrosion you see to Textron Aviation and the FAA (or applicable
regulatory authority).
(3) Continue to use the Baseline Program but check the corroded area carefully when you do a
subsequent CPCP inspection.
(4) It is recommended that you record the results of the inspection to show compliance with the
program.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 16
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Corrosion Level Determination Chart
Figure 4 (Sheet 1)
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 17
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Corrosion Level Determination Chart
Figure 4 (Sheet 2)
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 18
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
Corrosion Level Determination Chart
Figure 4 (Sheet 3)
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 19
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
D.
If Level 3 corrosion is found during the first CPCP inspection.
(1) Immediately contact Textron Aviation and the FAA (or applicable regulatory authority) of the
corrosion you found. Refer to Reporting System.
(2) Give sufficient information to make sure that the condition is a possible urgent airworthiness
concern for your fleet. Get assistance from Textron Aviation Propeller Aircraft Product Support
to develop a plan of action.
(3) Apply the corrosion program inspection, which includes the repair of the structure. Contact
Textron Aviation for an approved repair procedure.
(4) Do a report that has the information of the findings. Refer to Corrosion Prevention And Control
Program Reporting System - Description And Operation.
(5) Continue with the Baseline Program and other steps of procedure required by the FAA (or
applicable regulatory authority). Examine this area carefully during future inspections.
E.
If no corrosion is found during the second or subsequent CPCP inspection:
(1) Continue with the current Corrosion Prevention and Control Program. No adjustment of the
current program is required.
(2) It is recommended that you record the results of the inspection for a possible increase of the
corrosion inspection interval.
F.
If Level 1 corrosion is found on the second or subsequent CPCP inspection:
(1) Do the corrosion program inspection, which includes the repair of the structure. Contact Textron
Aviation for an approved repair procedure.
(2) Continue with the Baseline Program.
(3) No adjustment of the existing program is required.
(4) It is recommended that you record the corrosion inspection number and the results of the
inspection to show that the program was complied with.
G.
If Level 2 corrosion is found on the second or subsequent CPCP inspection:
(1) Repair the structure. Contact Textron Aviation for an approved repair procedure.
(2) Do a report that shows the information about the corrosion and send it to Textron Aviation and
the FAA (or applicable regulatory authority).
(3) If corrosion damage required the removal of material just beyond the allowable limits (within 10
percent), complete a check of the other airplanes in the fleet before you change your aircraft's
maintenance program.
(a) If the corrosion is typical of Level 2, use the fleet data to find what changes are required to
control corrosion to Level 1 or better.
(b) If fleet damage is typically Level 1, examine the corroded area during subsequent
inspections on all affected airplanes.
(c) Make changes to your aircraft's maintenance program if the typical corrosion becomes
Level 2.
(4) Further evaluation by Textron Aviation is recommended for Level 2 corrosion findings that are
well beyond the allowable limits and there is an airworthiness concern in which prompt action is
required.
NOTE:
(5)
(6)
(7)
The airworthiness concern is because of the possibility to have similar but more
severe corrosion on any other airplane in the operator's fleet prior to the next
scheduled inspection of that area.
Find the action required to control the corrosion to a Level 1 or better, between future successive
inspections. These can include the items that follow:
(a) A structural modification, such as additional drainage.
(b) Improvements to the corrosion prevention and control inspections, such as more care and
attention to corrosion removal, reapplication of protective finish, drainage path clearance.
(c) Decrease the inspection interval for additional airplanes that go into the program.
Send a plan of corrective action to the FAA (or applicable regulatory authority) for approval and
to Textron Aviation as needed.
Use the approved plan of action.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 20
Mar 1/2004
CESSNA®
MODEL 182 SERIES (1969 - 1976)
SERVICE MANUAL
22.
H.
If Level 3 corrosion is found on the second or subsequent CPCP inspection:
(1) Contact Textron Aviation and the FAA (or applicable regulatory authority) about the corrosion
that was found.
(2) Send a plan to examine the same area on other affected airplanes in the operator's fleet.
(3) Apply the corrosion program inspection, which includes the repair of the structure. Contact
Textron Aviation for an approved repair procedure.
I.
Find the action needed to control the corrosion finding to Level 1 or better, between future successive
inspections. These can include any or all of the following:
(1) A structural modification, such as additional drainage.
(2) Improvements to the corrosion prevention and control inspections, such as more care and
attention to corrosion removal, reapplication of protective finish, drainage path clearance.
(3) A decrease in the inspection interval for additional airplanes entering the program.
J.
Send a plan of corrective action to the FAA (or applicable regulator authority) for approval and Textron
Aviation as needed.
K.
Use the approved plan of action.
L.
It is recommended that you give the details of the findings to Textron Aviation.
Factors Influencing Corrosion Occurrences
A.
23.
If you find Level 2 or Level 3 corrosion, when you think about how to change your CPCP, think about
the list that follows.
(1) Is there a presence of LPS-3 Heavy-Duty Rust Inhibitor?
(2) Is there a presence or condition of protective finish?
(3) What was the length of time since the last inspection and/or application of corrosion inhibiting
compound?
(4) Was there inadequate clean-up/removal of corrosion prior to application of corrosion inhibiting
compound, during previous maintenance of the area?
(5) Are the moisture drains blocked or is there inadequate drainage?
(6) What was the environment, the time of exposure to the environment and the use of the airplane?
(7) Was there a variation in past maintenance history and or use of the airplanes in the operator's
fleet?
(8) Were there variations in the production build standard in the operator's fleet?
Reporting
A.
The minimum requirements to prevent or control the corrosion in the Corrosion Prevention and Control
Program (CPCP) were made on the best information, knowledge and experience available at the time.
As this experience and knowledge increases, the CPCP's intervals will be changed as necessary.
Refer to CPCP Damage Report Form (Figure 2 in Section 2A-30-00).
(1) You must contact the Textron Aviation about all Level 2 or 3 corrosion of the structure that is
on the list in the Baseline Program that is found during the second and subsequent corrosion
program inspections. Refer to Reporting System.
NOTE:
24.
You do not have to contact the Textron Aviation about corrosion that is found on
structure that is not on the list in the Baseline Program, for example the secondary
structure.
Program Implementation
A.
When a CPCP is started it is important to do the items that follow:
(1) Start inspections at the recommended interval following the completion of the first SID inspection.
(2) Once the corrosion program inspection (CPI) is started, repeat the subsequent applications of
the CPI at the recommended interval for each CPI.
(3) You can start a CPCP on the basis of individual CPIs or groups of CPIs.
(4) Textron Aviation highly recommends to start all of the CPIs as soon as possible. This is the most
cost effective way to prevent or control corrosion.
D2006-4-13 Temporary Revision Number 7 - Aug 1/2020
© TEXTRON AVIATION INC.
2A-30-00
Page 21
Mar 1/2004